Control apparatus for belt-type continuously variable transmission

Abstract: A control apparatus for a belt-type continuously variable transmission having a drive pulley (11), a driven pulley (16), a V-belt (15) trained around said drive and driven pulleys (11,16), a drive cylinder (14) for varying a pulley width of said drive pulley (11), and a driven cylinder (19) for varying a pulley width of said driven pulley (16), comprising: a pressure regulator valve (40;140) for producing pulley control pressures to be supplied to said drive and driven cylinders (14,19); a shift valve (53;153) for distributing said pulley control pressure to said drive and driven cylinders (14, 19) to regulate drive and driven cylinder pressures in said drive and driven cylinder (14,19) for a speed ratio control; electric shift control means (51;151) for operationally controlling said shift valve (53;153) by means of an electric power; and means (50;150) for allowing said electric shift control means (51;151) to make pressures in both said drive cylinder (14) and said driven cylinder (19) equal with each other when said electric power is lost.

Description: The present invention relates to a control apparatus for controlling a speed ratio in a belt-type continuously variable transmission. More particularly, it relates to a control apparatus for electrically controlling the speed ratio. Belt-type continuously variable transmissions are previously well-known and have been put to practical use. They comprise ,for example, drive and driven pulleys each having a variable pulley width and a metallic V-belt trained around the drive and driven pulleys. In the belt-type continuously variable transmission, the speed ratio (or gear ratio) is controlled by controlling the pulley widths of the drive and driven pulleys. The drive and driven pulleys respectively have drive and driven hydraulic cylinders for applying thrust forces, which are produced by a hydraulic pressure supplied to the cylinders, to the pulleys. The control of the thrust forces to the respective cylinders allows to vary the diameters of circles around which the V-belt is trained on the pulleys to control the speed ratio of the transmission. The control of the thrust forces also allows a tension control of the V-belt. One example of the speed ratio control apparatus for a belt-type continuously variable transmission is disclosed in Japanese Laid-open Patent Publication No.S61-206862. Such a belt-type continuously variable transmission as described above can be mounted on an automobile. In transmissions mounted in automobiles, the hydraulic pressure supplied to the hydraulic cylinder to produce the thrust force is often controlled electrically. The hydraulic pressure is regulated by solenoid valves or solenoid actuators which are operationally controlled based on electric signals corresponding to an engine throttle opening and an engine speed. One example of such a control apparatus is disclosed in Japanese Laid-open Patent Publication No.S63-215437. In a control apparatus in which the hydraulic pressure to produce the thrust force is electrically controlled, any electric trouble may deteriorate the controllability of speed ratio in the transmission. The control apparatus disclosed in Japanese Laid-open Patent Publication No.H4-243634 has means to enable a supplemental speed ratio control under an electric failure condition. The control apparatus has at least two parallel hydraulic control passages to supply a pulley width control pressure to the drive and driven cylinders. One of the control passages is is used under normal conditions and the other control passage is used when any electric failure occurs. In the control apparatus, control valves are needed in parallel in both of the control passages and the construction thereof tends to become complicated. Further, since many valves are disposed in the control passage through which a relatively high hydraulic pressure is supplied, an amount of leakage may easily increase. When the leakage is increased, a bigger hydraulic pump is needed to supply more oil. Since the bigger pump needs more drive power, the fuel economy of the engine may be deteriorated. EP-A-0 234 541 shows a control apparatus having the features according to the preamble of claim 1. Viewed from one aspect, the present invention provides a control apparatus for a belt-type continuously variable transmission having a drive pulley, a driven pulley, a V-belt trained around said drive and driven pulleys, a drive cylinder for varying a pulley width of said drive pulley, and a driven cylinder for varying a pulley width of said driven pulley, comprising: a pressure regulator valve for producing pulley control pressures to be supplied to said drive and driven cylinders, said pressure regulator valve comprising a high pressure regulator valve for generating a high pulley control pressure and a low pressure regulator valve for generating a low pulley control pressure which is lower than said high pulley control pressure; a shift valve for distributing said pulley control pressures to said drive and driven cylinders to regulate drive and driven cylinder pressures in said drive and driven cylinders for a speed ratio control, said shift valve having a position in which a common pressure is supplied by said shift valve to both said drive and driven cylinders; and electric shift control means for operationally controlling said shift valve by means of an electric power; characterised by means for allowing said electric shift control means to make pressures in both said drive cylinder and said driven cylinder equal with each other when said electric power is lost by moving said shift valve into a position in which it supplies a common low pulley control pressure generated by said low pressure regulator valve to both said drive cylinder and said driven cylinder. In the control apparatus, under a normal condition (a condition at which an electric power is normally supplied), the shift valve is operationally controlled by the electric shift control means. When the electric power supply is lost (when an electric failure occurs), a common pressure generated by the low pressure regulator valve is supplied to make the pressures in both the drive and driven cylinders equal with each other. Accordingly, even when electrically failed, a low pulley control pressure which can be as required to prevent a belt slip but not excessive is supplied to the cylinders. When the pressures in the drive and driven cylinders becomes equal with each other, it is generally considered that the diameters of circles around which the V-belt is trained on the drive and driven pulleys also becomes equal to make the speed ratio approximately 1.0. If no torque difference exists between the drive and driven pulleys, the speed ratio may become 1.0. However, if different torques are applied on the drive and driven pulleys, the speed ratio varies in accordance with the applied torques. For example, when the drive pulley is driven by an engine power, the V-belt is squeezed into the drive pulley by the applied torque. The diameter of circle around which the V-belt is trained on the drive pulley becomes small to vary the speed ratio toward LOW-ratio. On the other hand, when the driven pulley is driven by the deceleration power from the road-wheels, the V-belt is squeezed into the driven pulley. The diameter of circle around which the V-belt is trained on the driven pulley becomes small to vary the speed ratio toward TOP-ratio. The electric shift control means may comprise a shift control valve for generating a shift control pressure by which the shift valve is operationally controlled, a shift inhibitor valve for selectively supplying the shift control pressure and a line pressure to said shift valve, and a solenoid valve for controlling the operations of said shift inhibitor valve. The shift valve regulates the drive and driven cylinder pressures based on the shift control pressure when receiving the shift control pressure. While, the shift valve makes the drive and driven cylinder pressures equal with each other when receiving the line pressure. The shift inhibitor valve allows to supply the shift control pressure to the shift valve when the solenoid valve is electrically turned on. While, the shift inhibitor valve allows to supply the line pressure to the shift valve when the solenoid valve is turned off (or when an electric failure occurs). The pressure regulator valve may include a high/ low pressure control valve for operationally controlling the high pressure regulator valve and the low pressure regulator valve. The shift valve allows to supply the low pulley control pressure to both the drive and driven cylinders when receiving the line pressure. In this control apparatus, when electrically failed, the line pressure is supplied to the shift valve, thereby the low pulley control pressure is supplied to both the cylinders. The high/low pressure control valve may comprise an electric valve operationally controlled by an electric drive force. When an electric power supply to the high/ low pressure control valve is lost, the low pressure regulator valve preferably generates a maximum low pulley control pressure within its regulating pressure range. The low pulley control pressure is low in pressure so as not to exert an excessive thrust force to the V-belt. However, since the maximum low pulley control pressure is used, the slippage of the V-belt is securely prevented even if the electric power supply is lost. Preferably when the line pressure is supplied to the shift valve, at first, the shift valve is moved to a position at which the high pulley control pressure is supplied to the drive cylinder and the low pulley control pressure is supplied to the driven cylinder. Then, the shift valve is further moved to a position at which the low pulley control pressure is supplied to both the drive and driven cylinders. When electrically failed, the high and low pulley control pressures are respectively supplied to the drive and driven cylinders to shift the speed ratio toward TOP-ratio at first to prevent the speed ratio from being shifted toward LOW-ratio. Then the pressures in the drive and driven cylinders become equal. If the speed ratio is shifted toward LOW-ratio when electrically failed, a deceleration shock may easily occur. But the control apparatus can positively prevent the shift toward LOW-ratio. The electric shift control means may include a linear solenoid valve for generating a shift control pressure supplied to the shift valve in response to a shift control current. When a normal shift control current, in which a zero-current is not included, is fed to the linear solenoid valve, a normal shift control pressure is generated by the linear solenoid valve. When the electric power supply to the linear solenoid valve is lost, a zero-current shift control pressure is generated by the linear solenoid valve. The shift valve regulates the drive and driven cylinder pressures based on the normal shift control pressure when receiving the normal shift control pressure, while the shift valve makes the drive and driven cylinder pressure equal with each other when receiving the zero-current shift control pressure. Under a normal condition, the normal shift control pressure generated by the linear solenoid valve (the electric shift control means) is fed to the shift valve to control the speed ratio, while under an electrically failed condition, the zero-current shift control pressure is fed to the shift valve to make both the drive and driven cylinder pressures equal with each other. Therefore, even under an electrically failed condition, a certain degree of speed ratio control can be carried out. The low pressure regulator valve may comprise a linear solenoid valve. Preferably, when an electric power supply to the low pressure linear solenoid regulator valve is lost, the low pressure linear solenoid regulator valve generates a maximum low pulley control pressure within its regulating pressure range. When the zero-current shift control pressure is supplied to the shift valve, the shift valve allows to supply the maximum low pulley control pressure to both the drive and driven cylinders. Further, when the zero-current shift control pressure is supplied to the shift valve, the shift valve is preferably moved to a position at which the high pulley control pressure is supplied to the drive cylinder and the low pulley control pressure is supplied to the driven cylinder at first. Then, the shift valve is moved to a position at which the low pulley control pressure is supplied to both the drive and driven cylinders. Embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, wherein: FIG. 1 is a schematic view showing in skeleton form a V-belt-type continuously variable transmission which can be controlled by control apparatus according to embodiments of the present invention. FIGS. 2 and 3 are circuit diagrams of a hydraulic circuit of the control apparatus according to a first embodiment. FIGS. 4, 5 and 6 are circuit diagrams of a hydraulic circuit of the control apparatus according to a second embodiment. Fig. 7 is a graph showing the relationship between the electric current of a linear solenoid and the shift control pressure in a shift control valve. FIGS. 8 and 9 are enlarged sectional views of a shift valve. FIG. 10 is a graph showing the relationship between the shift control pressure and the pulley control pressure. A belt-type continuously variable transmission having a control apparatus according to an embodiment of the present invention is schematically shown in FIG.1. The belt-type continuously variable transmission comprises a metallic V-belt mechanism 10 disposed between an input shaft 1 and a counter shaft 2, a planetary-gear forward-reverse selector mechanism 20 disposed between the input shaft 1 and a drive pulley 11, and a starting clutch 5 disposed between the counter shaft 2 and an output member (a differential mechanism 8, for example). The transmission is suitable for use as a motor vehicle transmission. The input shaft 1 is connected with an engine output shaft through an coupling mechanism CP. The differential mechanism 8 is connected with right and left wheels (not shown). The metallic V-belt mechanism 10 comprises the drive pulley 11 mounted on the input shaft 1, a driven pulley 16 mounted on the countershaft 2, and a metallic V-belt 15 trained around the drive and driven pulleys 11,16. The drive pulley 11 comprises an axially fixed pulley member 12 rotatably mounted on the input shaft 1, and a pulley member 13 axially movable relatively to the fixed pulley member 12. The pulley member 13 has a cylinder chamber 14 defined axially laterally thereof by a cylinder wall 12a coupled to the axially fixed pulley member 12. When a hydraulic pressure is supplied to the cylinder chamber 14, it generates a lateral force for moving the pulley member 13 axially toward the fixed pulley member 12. The driven pulley 16 comprises a fixed pulley member 17 fixedly mounted on the countershaft 2, and a pulley member 18 axially movable relatively to the fixed pulley member 17. The pulley member 18 has a cylinder chamber 19 defined axially laterally thereof by a cylinder wall 17a coupled to the fixed pulley member 17. When a hydraulic pressure is supplied to the cylinder chamber 19, it generates a lateral pressure for moving the pulley member 18 axially toward the fixed pulley member 17. A control of the hydraulic pressures (the pulley control hydraulic pressures) supplied to the cylinder chambers 14,19 enables to control the thrust forces applied to the V-belt 15 so as not to cause a slip thereof. The control of the pulley control hydraulic pressure also enables to control the pulley width of the pulleys 11,16 to change the diameters of circles around which the V-belt 15 is trained on the pulleys 11,16 for continuously varying the speed ratio. The planetary-gear forward-reverse selector mechanism 20 comprises a sun gear 21 coaxially coupled to the input shaft 1, a carrier 22 coupled to the fixed pulley member 12, a ring gear 23 that can be held against rotation by a reverse brake 27, and a forward clutch 25 capable of connecting the sun gear 21 and the ring gear 23 to each other. When the forward clutch 25 is engaged, the sun gear 21, the planet gears on the carrier 22, and the ring gear 23 rotates in unison with the input shaft 1, causing the drive pulley 11 to rotate in the same direction as the input shaft 1 (forward direction). When the reverse brake 27 is engaged, the ring gear 23 is held against rotation, and hence the carrier 22 is rotated in a direction opposite to the sun gear 21, so that the drive pulley 11 rotates in a direction opposite to the input shaft 1 (reverse direction). Further, when both the forward clutch 25 and the reverse brake 27 are disengaged, no power is transmitted through the forward-reverse selector mechanism 20 to disconnect the engine ENG from the drive pulley 11. The starting clutch 5 serves to allow the power to be transmitted from, or to prevent the power from being transmitted from, the countershaft 2 to the output member. When the starting clutch 5 is engaged, it connects the countershaft 2 to the output member, allowing the power to be transmitted from the countershaft 2 to the output member. Therefore, when the starting clutch 5 is engaged, the output power of the engine ENG is transmitted, at a speed ratio determined by the metallic V-belt mechanism 10, from the countershaft 2 through meshing gears 6a,6b,7a,7b to the differential mechanism 8, from which it is divided and transmitted to the right and left wheels. When the starting clutch 5 is disengaged, no such engine output power can be transmitted, and hence the transmission is in a neutral condition. The control apparatus for controlling the above belt-type continuously variable transmission is described hereinafter. The control apparatus comprises a group of regulator valves 40 by which a pulley control hydraulic pressure to be supplied to the drive and driven cylinder chambers 14,19 is generated, a group of speed-ratio control valves 50 by which the supply of the pulley control hydraulic pressure to the cylinder chambers 14,19 is controlled, a clutch control valve 75 by which the starting clutch 5 is operationally controlled, and a manual valve 80 which is operationally controlled in response to the operation of a manual shift lever (not shown). The operations of the regulator valve group 40, the speed-ratio control valve group 50 and the clutch control valve 75 are controlled based on signals sent from a controller 70. Electric signals corresponding to the engine rotational speed and the engine intake vacuum pressure PB are sent from an engine control unit ECU to the controller 70. Electric signals corresponding to the rotational speeds of the drive pulley 11, the driven pulley 16 and the gear 6a which are respectively detected by a first to third sensor 61,62,63 are sent to the controller 70. A detection signal from an air-conditioner sensor 65 which detects whether an air-conditioner AC is operated or not is also sent to the controller 70. Further, a shift-range position signal from a shift-range detector 66 which detects the shift-range based on the position ATP of a manual shift lever (or the position of a spool of a manual valve 80) is sent to the controller. The regulator valve group 40 is described referring the hydraulic circuit diagrams shown in FIGS.2 and 3. The hydraulic circuit arrangements shown in FIGS.2 and 3 jointly make up a single hydraulic circuit with hydraulic passages indicated by 1 ○ to 5 ○ in FIGS.2 and 3 being joined to each other. Further, the mark "X" indicates that the marked portion is connected with a drain. The working oil from a hydraulic pump 30 is supplied to a high pressure regulator valve 41 through a hydraulic passage 30a (1 ○ ), and also supplied to a reducing valve 31 through a hydraulic passage 30b. The reducing valve 31 produces a line pressure P1 having a substantially constant pressure. The working oil under the line pressure P1 is supplied to a high/low pressure control valve 45, a shift control valve 51 and a shift inhibitor valve 52 through hydraulic passages 32a (2 ○ ), 32b and 32c. The working oil under the line pressure P1 is also supplied to the clutch control valve 75 and the manual valve 80 through hydraulic passages 32d,32e. The high/low pressure control valve 45 includes a linear solenoid 45a. The current control of the linear solenoid 45a allows to control a biassing force applied to a spool 45b. As a result, the line pressure P1 is converted in the high/low pressure control valve 45 to a control back-pressure Pb which corresponds to the biassing force. Then, the control back-pressure Pb is supplied to hydraulic passages 33a,33b. The control back-pressure Pb is supplied to right-end chambers 41b,43b of high and low pressure regulator valves 41,43 to push spools 41a,43a to the left. When an electric failure to lose an electric supply to the linear solenoid 45a occurs, the control back-pressure Pb becomes equal to the line pressure P1. When the control back-pressure Pb is supplied to the high pressure regulator valve 41, the valve 41 regulates the hydraulic pressure of oil supplied from pump 30 through the hydraulic passage 30a in correspondence with the control back-pressure Pb, thereby converting it to a high pulley control pressure PH. When the control back-pressure Pb becomes equal to the line pressure P1, the high pulley control pressure PH becomes maximum. The high pulley control pressure PH is supplied to a shift valve 53 through a hydraulic passage 34a, and also supplied to the low pressure regulator valve 43 through a hydraulic passage 34b. When the control back-pressure Pb is supplied to the low pressure regulator valve 43, the valve 43 regulates the high pulley control pressure PH in correspondence with the control back-pressure Pb to convert it to a low pulley control pressure PL. Therefore, the low pulley control pressure PL is lower in pressure than the high pulley control pressure PH. When the control back-pressure Pb becomes equal to the line pressure P1, the low pulley control pressure PL becomes maximum. The low pulley control pressure PL is supplied to the shift valve 53 through hydraulic passages 35a and 35b. The above-mentioned regulator valve group 40 comprises the high/low pressure control valve 45, the high pressure regulator valve 41 and the low pressure regulator valve 43. The shift control valve 51 includes a linear solenoid 51a. The current control of the linear solenoid 51a allows to control a biassing force applied to a spool 51b of the shift control valve 51. As a result, the line pressure P1 is converted in the shift control valve 51 to a shift control pressure Ps which corresponds to the biassing force. Then, the shift control pressure Ps is supplied to the shift inhibitor valve 52 through a hydraulic passage 37. In the shift inhibitor valve 52, the line pressure P1 is supplied to a left-end chamber 52b through a hydraulic passage 32f branched from the passage 32c. A spool 52a of the shift inhibitor valve 52 is pushed to the right by a spring 52c. However, when the line pressure P1 is supplied to the left-end chamber 52b, the spool 52a is moved to the right against the biassing force of the spring 52c. Then the shift control pressure Ps from the hydraulic passage 37 is supplied to a left-end chamber 53b of the shift valve 53 through a hydraulic passage 38. The hydraulic passage 32f in which an orifice is disposed as shown in the FIG.3 is connected to a solenoid valve 58 having a solenoid 58a. When the solenoid 58a is electrically turned on or excited, a drain port thereof is closed. When the solenoid 58a is turned off (de-excited), the drain port is opened to connect the hydraulic passage 32f to a drain port. Accordingly, when the electric power supply is lost accidentally because of an electrical failure such as a wire disconnection (when an electrical failure occurs), the left-end hydraulic chamber 52b of the shift inhibitor valve 52 is connected to the drain port of the solenoid valve 58 to reduce the hydraulic pressure in the chamber 52b to zero. As a result, the spool 52a is moved to the left by the biassing force of the spring 52c. When the spool 52a is moved to the left, the hydraulic passage 37 is disconnected from the passage 38, and the hydraulic passage 32c is connected to the left-end hydraulic chamber 53b to supply the line pressure P1 to the chamber 53b. As described above, in accordance with the on-off operation of the solenoid valve 58, the shift control pressure Ps or the line pressure P1 is supplied to the left-end hydraulic chamber 53b of the shift valve 53. Both the shift control pressure Ps and the line pressure P1 acts to push a spool 53a of the shift valve 53 to the right. The shift control valve group 50 comprises the shift control valve 51, the shift inhibitor valve 52, the shift valve 53 and the solenoid valve 58. Firstly, the operation of the shift valve 53 under a normal condition, i.e. a condition that the solenoid valve 58 is turned on without any electric failure, is described. Under this condition, the shift control pressure Ps is supplied to the left-end hydraulic chamber 53b of the shift valve 53. Since the spool 53a is being pushed to the left by a spring 53c, the spool 53a is moved to a position at which the biassing forces of the spring 53c and the hydraulic pressure in the chamber 53b balances with each other. Accordingly, the control of the shift control pressure Ps by the shift control valve 51 enables the position control of the spool 53a of the shift valve 53. As described above, the high pulley control pressure PH is supplied to the shift valve 53 through the hydraulic passage 34a and the low pulley control pressure PL is supplied to it through the passages 35a,35b. These high and low pulley control pressures PH,PL are distributed to the drive and driven cylinder chambers 14,19 through hydraulic passages 36a,36b in accordance with the position of the spool 53a. The position of the spool 53a is adjusted in correspondence with the shift control pressure Ps. When the shift control pressure Ps becomes equal to a first specified shift control pressure Ps1, the spool 53a is located at a neutral position. When the spool 53a is moved rightward from the neutral position by increasing the shift control pressure Ps, the high pulley control pressure PH is supplied to the drive cylinder chamber 14 and the low pulley control pressure PL is supplied to the driven cylinder chamber 19. While, when the spool 53a is moved leftward by decreasing the shift control pressure Ps, the low pulley control pressure PL is supplied to the drive cylinder chamber 14 and the high pulley control pressure PH is supplied to the driven cylinder chamber 19. The relationships between the shift control pressure Ps, the drive cylinder pressure Pdr in the drive cylinder chamber 14 and the driven cylinder pressure Pdn in the driven cylinder chamber 19 are shown in FIG.10. As shown in FIG.10, the pressure control of the shift control pressure Ps to control the position of the spool 53a in the shift valve 53 allows the pressure control of the drive and driven cylinder pressures Pdr,Pdn in the drive and driven cylinder chambers 14,19 to control the speed ratio of the transmission. The operation of the valves under a condition that an electric failure occurs is described. When the solenoid valve 58 is turned off because of an electric failure, the line pressure P1 is supplied to the left-end hydraulic chamber 53b as described above. Though the spool 53a is pushed leftward by the spring 53c, the spool 53a is moved to the right by the biassing force caused by the line pressure P1 since the biassing force caused by the line pressure P1 is stronger than the spring biassing force. When the spool 53a is moved rightward, the high pulley control pressure PH is supplied to the drive cylinder chamber 14 through the hydraulic passage 36a and the low pulley control pressure PL is supplied to the driven cylinder chamber 19 through the passage 36b. As a result, the pulley width of the drive pulley 11 is decreased to make the diameter of circle, around which the V-belt 15 is trained on the drive pulley 11, bigger. Also the pulley width of the driven pulley 16 is increased to make the diameter of circle, around which the driven pulley 16 is trained on the driven pulley 16, smaller. Accordingly, when an electric failure occurs, the speed ratio is varied toward TOP-ratio to depress an abrupt deceleration at first. Then, when the spool 53a is further moved to the right end, the low pulley control pressure PL from the hydraulic passage 35a is supplied to the drive cylinder chamber 14 through the hydraulic passage 36a. The low pulley control pressure PL supplied from the hydraulic passage 35b is also supplied to the driven cylinder chamber 19 through the passage 36b. In other words, the low pulley control pressure PL is supplied to both the drive and driven cylinder chambers 14, 19. When an electric failure occurs, the electric power supply to the linear solenoid 45a of the high/low pressure control valve 45 is also lost. Accordingly, the low pulley control pressure PL becomes maximum in pressure. As a result, when an electric failure occurs, the maximum low pulley control pressure PL is supplied to both the drive and driven cylinder chamber 14,19 and the internal pressures in the cylinder chambers 14,19 becomes equal. When the internal pressures in the cylinder chambers 14,19 are equal with each other, it is generally considered that the pulley widths of the drive and driven pulleys 11,16 becomes equal and the speed ratio becomes approximately 1.0. If no rotational torques applied on both the pulleys 11,16 are equal, the speed ratio will become 1.0. However, if different torques are applied on the pulleys 11,16, the speed ratio varies in accordance with the applied torques. For example, when the driven pulley 16 is driven by the engine power transmitted from the drive pulley 11, the V-belt 15 is squeezed into the drive pulley 11 (between the drive pulley members 12,13) by the torque applied on the drive pulley 11 from the engine. The diameter of circle, around which the V-belt 15 is trained on the drive pulley 11, becomes smaller to vary the speed ratio toward LOW-ratio. On the other hand, when the drive pulley 11 is driven by the deceleration power transmitted from the road-wheels through the driven pulley 16 during a deceleration running (or a coasting running),the V-belt 15 is squeezed into the driven pulley 16 (between the driven pulley members 17,18) by the torque applied on the driven pulley 16 from the road-wheels. The diameter of circle, around which the V-belt 15 is trained on the driven pulley 16, becomes smaller to vary the speed ratio toward TOP-ratio. When the same hydraulic pressure (the same pulley control pressure) is supplied to both the cylinders 14,19, the speed ratio can be controlled to some extent in accordance with the applied torque. In the control apparatus according to the embodiment, when an electric failure occurs, the common control pressure (the low pulley control pressure PL) is supplied to both the cylinders 14,19 to ensure a some degree of speed-ratio control. Further, the low pulley control pressure PL is set to be maximum under the electric failure condition to prevent the V-belt 15 from being slipped. The maximum low pulley control pressure PL is determined so as to be high enough to prevent the belt slippage but not to be so high as to apply an excessive thrust force on the V-belt 15. The electric current applied on a linear solenoid 75a of the clutch control valve 75 is controlled to control the pushing force applied on a spool 75b from the linear solenoid 75a. Accordingly, the line pressure P1 supplied through the hydraulic passage 32d is regulated in the clutch control valve 75 based on the pushing force to produce a clutch control pressure Pc which corresponds to the pushing force applied by the linear solenoid 75a. The clutch control pressure Pc is supplied to the shift inhibitor valve 52 through a hydraulic passage 76. When the spool 52a of the shift inhibitor valve 52 is moved to the right (under a normal condition), the clutch control pressure Pc from a hydraulic passage 76 is supplied to the starting clutch 5 through a hydraulic passage 77. Under a normal condition, or a condition free from any electric failure, the engagement of the starting clutch 5 is controlled by the clutch control pressure Pc produced by the clutch control valve 75. When the spool 52a is moved to the left under an electric failure condition, a hydraulic passage 78 is connected to the hydraulic passage 77. Since the passage 77 is connected to a Pitot regulator valve PR, the Pitot pressure Pr which is generated in the Pitot regulator valve PR and corresponds to the engine speed is supplied to the starting clutch 5 through the passages 77,78. Accordingly, under an electric failure condition, the engagement of the starting clutch 5 is controlled by the Pitot pressure Pr. The manual valve 80 is mechanically connected to a shift lever provided by the driver's seat via a control cable (not shown). The shift lever can be positioned at six positions P, R, N, D, S or L by the driver's manual operation. A spool 80a of the manual valve 80 is moved to either of six positions in accordance with the operation of the shift lever. In FIG.2, the spool 80a is located at N(neutral)-position. The manual valve 80 controls the supply of the line pressure P1 to the forward clutch 25 and the reverse brake 27 based on the position of the spool 80a. The relationship between the position of the spool 80a and the operations of the forward clutch 25 and the reverse brake 27 is shown in Table 1 below. SPOOL POSITION FORWARD CLUTCH REVERSE BRAKE P OFF OFF R OFF ON N OFF OFF D ON OFF S ON OFF L ON OFF A reverse inhibitor valve 85 is disposed in a hydraulic passage 82 which connect to the reverse brake 27. The reverse inhibitor valve 85 comprises an intermediate hydraulic chamber 85b to which a hydraulic passage 86 is connected, and a left-end hydraulic chamber 85c to which a hydraulic passage 87 is connected. A spool 85a of the reverse inhibitor valve 85 is pushed leftward by a spring 85d. The hydraulic passage 86 is connected to the passage 32f(32c). When the solenoid valve 58 is electrically turned on to close the drain port thereof, the line pressure P1 from the passage 32f is supplied to the intermediate hydraulic chamber 85b. Accordingly, the spool 85a of the reverse inhibitor valve 85 is moved to the right to connect the hydraulic passage 82 to the reverse brake 27. When the line pressure P1 is supplied to the reverse inhibitor valve 85 from the manual valve 80, it is supplied to the reverse brake 27 to settle the reverse range. When the manual valve 80 is shifted to the R(reverse)-range during running forward (running at D, S or L-range) at a speed higher than a specified speed, the solenoid valve 58 is duty-ratio controlled to supply an intermediate pressure which is lower than the line pressure P1 to a hydraulic passage 86. The intermediate pressure is so set as to be high enough to move the spool 52a of the shift inhibitor valve 52 to the right, but to be not enough to move the spool 85a of the reverse inhibitor valve 85 to the right. As a result, the spool 85a of the reverse inhibitor valve 85 closes the hydraulic passage 82. Accordingly, even if the manual valve 80 is shifted to the R(reverse)-range during running forward at a speed higher than the specified speed, the reverse brake 27 is not engaged until the running speed is decreased below the specified speed to protect the transmission. Meanwhile, since the spool 52a of the shift inhibitor valve 52 is moved to the right by the intermediate pressure, the speed ratio control can be carried out. The hydraulic passage 87 is connected to the shift inhibitor valve 52. The shift inhibitor valve 52 allows the supply of the line pressure P1 from a hydraulic passage 32g to the passage 87 only when the spool 52a is moved to the left. (When the spool 52a is moved to the right as shown in FIG.3, the hydraulic passage 87 is connected to the drain.) The line pressure P1 supplied to the passage 87 is supplied to the left-end chamber 85c of the reverse inhibitor valve 52 to move the spool 85a to the right and to open the hydraulic passage 82. When the electric power supply to the solenoid valve 58 is accidentally lost because of an electric failure, the spool 52a of the shift inhibitor valve 52 is moved to the right to supply the line pressure P1 to the left-end chamber 85c of the reverse inhibitor valve 85 through the hydraulic passage 87. Then the spool 85a of the reverse inhibitor valve 85 is moved to the left to open the hydraulic passage 82. Accordingly, even if an electric failure occurs, the line pressure P1 can be supplied to the reverse brake 27 when the manual valve 80 is shifted to the R-position. In other words, the reverse range can be positively established even under an electric failure condition. As clearly described above, even if the electric power supply is lost because of an electric failure, the engagement of the starting clutch 5 can be controlled by the Pitot pressure Ps. Further, the speed ratio can be controlled to some extent by supplying the same control pressure (the low pulley control pressure PL) to both the cylinder chambers 14,19. Therefore, the automobile having the continuously variable transmission according to the embodiment can be smoothly controlled to run even under an electric failure condition. An another embodiment of a control apparatus for an belt-type continuously variable transmission according to the present invention is described referring the hydraulic circuit diagram shown in FIGS.4-6. In the figures, the ends of the hydraulic passages marked by the circled alphabetical letters A to E means that the ends having the same letters are connected with each other. Further the same components or parts as those in FIGS.2,3 are shown by putting the same numbers. Further the corresponding components or parts are shown by putting the number added by one hundred. The control apparatus comprises a regulator valve group 140 and a shift control valve group 150. The operations of these valves are controlled based on signals sent from the controller 70. The discharged oil from the hydraulic pump P is supplied to a high pressure regulator valve 141 through a hydraulic passage 130a. The discharged oil is also supplied to a reducing valve 131 through a hydraulic passage 130b. The line pressure P1 generated by the reducing valve 131 is supplied to a shift control valve 151 and a manual valve 180 through hydraulic passages 132a,132b respectively. A high pressure regulator valve 141 regulates the pressure of the oil supplied from the pump P through a passage 130a to generate a high pulley control pressure PH. Since the high pressure regulator valve 141 regulates the pressure based on a low pulley control pressure PL which is supplied through a passage 134c, the high pulley control pressure PH corresponds to the low pulley control pressure PL which is regulated by a low pressure regulator valve 143. The high pulley control pressure PH is supplied to a shift valve 153 through a hydraulic passage 134a and to the low pressure regulator valve 143 through a passage 134b. The low pressure regulator valve 143 having a linear solenoid 143a is controlled by an electric current supplied to the linear solenoid 143a to regulate the high pulley control pressure PH and to generate the low pulley control pressure PL. When the electric current supplied to the linear solenoid 143a becomes zero, the low pulley control pressure PL is set to be maximum. The low pulley control pressure PL is supplied to the shift valve 153 through hydraulic passages 135a,135b. The regulator valve group 140 comprises the high pressure regulator valve 141 and the low pressure regulator valve 143. The shift control valve 151 having a linear solenoid 151a regulates the line pressure P1 sent from a hydraulic passage 132c based on the electric current flowing through the linear solenoid 151a. The shift control valve 151 generates a shift control pressure Ps in accordance with the pushing force applied by the linear solenoid 151a. The shift control pressure Ps is supplied to a left-end chamber 153b of the shift valve 153 through a hydraulic passage 137a. The relationship between the shift control pressure Ps generated by the shift control valve 151 and the electric current (A) flowing through the linear solenoid 151a is shown in FIG.7. In the present control apparatus, the shift control electric current flowing through the linear solenoid 151a is normally varied within a range of 0.7A to 1.3A to generate a normal shift control pressure Ps(n) within a range of 0 to 4.5kg/cm 2 . Accordingly, as long as the current flowing through the linear solenoid 151a is controlled within the range of 0.7A to 1.3A, the normal shift control pressure Ps(n) is supplied to the left-end chamber 153b of the shift valve 153. As shown in FIG.4, the shift control pressure Ps is controlled based on a biassing force of a spring 151b and a biassing force of the linear solenoid 151a. The biassing force of the spring 151b acts to increase the shift control pressure Ps and the biassing force of the linear solenoid 151a acts to decrease it. When an electric failure occurs to lose the electric current flowing through the linear solenoid 151a, the biassing force of the linear solenoid 151a becomes zero. Therefore, the spring force increases the shift control pressure Ps to a pressure as high as 7.9kg/cm 2 as shown in FIG.7. The high pressure is supplied to the left-end chamber 153b of the shift valve 153 through the hydraulic passage 137a. The high pressure is referred as a zero-current shift control pressure Ps(s) hereinafter. The shift control valve group 150 comprises the shift control valve 151 and the shift valve 153. The operation of the shift valve 153 under a normal condition, i.e. under a condition free from any electric failure is described. Under this condition, the normal shift control pressure Ps(n) is supplied to the left-end chamber 153b of the shift valve 153. Since a spool 153a is being pushed to the left by a spring 153c, the spool 153a is moved to a position at which the biassing forces of the spring 153c and the normal shift control pressure Ps(n) balance with each other. Accordingly, the control of the normal shift control pressure Ps(n) by the shift control valve 151 enables the position control of the spool 153a of the shift valve 153. Based on the position control of the spool 153a, the high and low pulley control pressure PH, PL can be distributed to the drive and driven cylinder chambers 14,19. The relationship between the shift control pressure Ps, the drive cylinder pressure Pdr and the driven cylinder pressure Pdn is shown in FIG.10. When the normal shift control pressure Ps(n) becomes equal to a first shift control pressure Ps1, the spool 153a of the shift valve 153 is moved to a position shown in FIG.8, at which the biassing force caused by the first shift control pressure Ps1 balances with the biassing force of the spring 153c. When the spool 153a is moved rightward from the neutral position (the position shown in FIG.8) by increasing the normal shift control pressure Ps(n), the hydraulic passage 134a connects to a hydraulic passage 136a and the passage 135b connects to a passage 136b. Therefore, the drive cylinder pressure Pdr in the drive cylinder chamber 14 is increased, and the driven cylinder pressure Pdn in the driven cylinder chamber 19 is decreased. As a result, the speed ratio is shifted toward TOP-ratio. When the spool 153a is moved leftward by decreasing the normal shift control pressure Ps(n), the hydraulic passages 134a,135a are respectively connected to the passages 136b,136a. As a result, the driven cylinder pressure Pdn is increased and the drive cylinder pressure Pdr is decreased to shift the speed ratio toward LOW-ratio. As described above, the pressure control of the normal shift control pressure Ps(n) to control the position of the spool 153a in the shift valve 153 allows the pressure control of the drive and driven cylinder pressures Pdr,Pdn in the drive and driven cylinder chambers 14,19 to control the speed ratio of the transmission. The operation of the valves under an electrically failed condition is described hereinafter. When electrically failed, the zero-current shift control pressure Ps(s) is supplied to the left-end chamber 153b of the shift valve 153. Since the biassing force caused by the zero-current shift control pressure Ps(s) is stronger than the biassing force of the spring 153c, the spool 153a is moved to the right as shown in FIG.9. When the spool 153a starts to move to the right from the neutral position shown in FIG.8, the high pulley control pressure PH from the hydraulic passage 134a is supplied to the drive cylinder chamber 14 and the low pulley control pressure PL from the passage 135b is supplied to the driven cylinder chamber 19 at first. The pulley width of the drive pulley 11 becomes small and that of the driven pulley 16 becomes large. The diameter of circle around which the V-belt 15 is trained on the drive pulley 11 becomes large and that on the driven pulley 16 becomes small. In other words, when an electric failure occurs to move the spool 153a to the right, the speed ratio is shifted toward TOP-ratio at first. Then, when the spool 153a is thoroughly moved to the right end as shown in FIG.9, the low pulley control pressure PL from the passage 135a is supplied to the drive cylinder chamber 14 through the passage 136a and also the low pulley control pressure PL from the passage 135b is supplied to the driven cylinder chamber 19 through the passage 136b. Namely, the low pulley control pressure PL is supplied to both the drive and driven cylinder chambers 14,19. When an electric failure occurs, the electric current through the linear solenoid 143a of the low pressure regulator valve 143 is lost, too. The low pulley control pressure PL supplied from the low pressure regulator valve 143 becomes maximum within its regulating pressure range. As described above, when an electric failure occurs, the maximized low pulley control pressure PL is supplied to both the drive and driven cylinder chambers 14,19. If the drive and driven cylinder pressures Pdr, Pdn are equal to each other, the speed ratio is automatically controlled in accordance with the torque applied on the pulleys 11,16 to ensure some degrees of speed ratio control. The electric current applied on a linear solenoid 175a provided in a clutch control valve 175 is controlled to regulate the line pressure P1 from a hydraulic passage 132d to generate a clutch control pressure Pc. The clutch control pressure Pc is supplied to a shift inhibitor valve 152. The shift inhibitor valve 152 includes a spool 152a which is pushed rightward by a spring 152c and is pushed leftward by a hydraulic pressure supplied in a right-end hydraulic chamber 152b. The normal shift control pressure Ps(n) or the zero-current shift control pressure Ps(s) is supplied to the right-end hydraulic chamber 152b. Even though the normal shift control pressure Ps(n) is supplied to the right-end hydraulic chamber 152b, the spool 152a is kept being moved to the right because the biassing force of the spring 152c is stronger than the biassing force caused by the normal shift control pressure Ps(n). When the zero-current shift control pressure P(s) is supplied to the right-end hydraulic chamber 152b, the spool 152a is moved to the left because the biassing force caused by the zero-current shift control pressure Ps(s) is stronger than the spring force. When the normal shift control pressure Ps(n) is supplied to the right-end hydraulic chamber 152b to keep the spool 152a to be moved to the right (under a normal condition), the clutch control pressure Pc supplied through a hydraulic passage 176 is supplied to the starting clutch 5 through a passage 177. Under a normal condition, i.e. a condition without any electric failure, the engagement of the starting clutch 5 is controlled by the clutch control pressure Ps generated by the clutch control valve 175. When an electric failure occurs, the zero-current shift control pressure Ps(s) is supplied to the right-end hydraulic chamber 152b to move the spool 152a to the left and to connect a hydraulic passage 178 to the passage 177. The passage 178 is connected to a Pitot regulator valve PR in which a Pitot pressure Pr is generated in correspondence with the engine speed. The Pitot pressure Pr is supplied to the starting clutch 5. Accordingly, the engagement of the starting clutch 5 is controlled by the Pitot pressure Pr under an electrically failed condition. The Pitot regulator valve PR regulates the line pressure P1 supplied through passages 132e,132f to generate the Pitot pressure Pr in correspondence with the engine speed. The manual valve 180 controls the supply of the line pressure P1 to the forward clutch 25 and the reverse brake 27 based on the position of a spool 180a. The relationship between the position of the spool 180a and the operations of the forward clutch 25 and the reverse brake 27 is shown in Table 1 above. A reverse inhibitor valve 185 is provided in a hydraulic passage 182 connected to the reverse brake 27. The reverse inhibitor valve 185 comprises a left-end hydraulic chamber 185b connected to a hydraulic passage 133c, a spool 185a slidably disposed therein, and a spring 185c to push the spool 185a leftward. The hydraulic passage 133c is connected to the reducing valve 131 through a hydraulic passage 133b and an orifice OR1. The line pressure P1 can be supplied to the left-end chamber 185b. A normal-close type solenoid valve 158 is disposed in the hydraulic passage 133b. When a solenoid 158a of the solenoid valve 158 is electrically turned off (de-excited), The solenoid valve 158 is closed to allow the supply of the line pressure P1 to the left-end chamber 185b. When the solenoid 158a is turned on (excited), the passage 133b,133c is connected to the drain through the solenoid valve 158 to reduce the pressure in the left-end chamber 158 to zero. When the solenoid valve 158 is electrically turned off, the line pressure P1 is supplied to the left-end chamber 185b to move the spool 185a of the reverse inhibitor valve 185 to the right as shown in FIG.5. The hydraulic passage 182 is connected to the reverse brake 27. Accordingly, the line pressure P1 supplied from the manual valve 180 is fed to the reverse brake 27 to establish the R(reverse)-range. When the manual valve 180 is shifted to the R(reverse)-position during running forward (running at D, S, or L-position) at a speed higher than a specified speed, the solenoid valve 158 is turned on (excited). The spool 185a of the reverse inhibitor valve 185 is moved to the left to close the hydraulic passage 182. Accordingly, even if the manual valve 80 is shifted to the R(reverse)-position during running forward at a speed higher than the specified speed, the reverse brake 27 is not engaged until the running speed is decreased below the specified speed to protect the transmission 10. As described above, when the solenoid valve 158 is turned off, the shift of the manual valve 180 to the R-position enables to establish the R-range. Accordingly, even if the solenoid valve 158 is turned off because of an electric failure, the R-range can be established by shifting the manual valve 180 to the R-position. In the above embodiment, when the electric power supply to the linear solenoid 151a of the shift control valve 151 is lost because of an electric failure, the zero-current shift control pressure Ps(s) which is higher in pressure than the normal shift control pressure Ps(n) is supplied to the left-end chamber 153b of the shift valve 153. At the same time, the zero-current shift control pressure Ps(s) is also supplied to the right end of the shift inhibitor valve 152 through the hydraulic passage 137b. When the zero-current shift control pressure Ps(s) is supplied to the shift inhibitor valve 152, the spool 152a is moved to the left to connect the hydraulic passage 132e with the passage 132f. Then the line pressure P1 is supplied to the right end of the shift control valve 151 through these passages 132e, 132f. As shown in FIG.4, the line pressure P1 supplied to the right end of the shift control valve 151 generates a biassing force to push the spool of the shift control valve 151 to the left. Therefore, a high pressure (which is as high as the line pressure P1= 15kg/cm 2 ) higher than the zero-current shift control pressure Ps(s)(= 7.9kg/cm 2 ) is generated by the shift control valve 151. Namely, when the electric power supply is lost because of an electric failure, the high pressure (as high as 15kg/cm 2 ) is supplied to left-end chamber 153b of the shift valve 153 to positively move the spool 153a to the right. Further, once the line pressure P1 is supplied to the right end of the shift control valve 151, the pushing force of the linear solenoid 151a cannot push back the spool to the right even if the electric power supply is recovered. Namely, once an electric failure occurs to make the shift control pressure Ps generated by the shift control valve 151 as high as 15kg/cm 2 , the shift control pressure Ps is kept as high as 15kg/cm 2 even if the electric power supply is recovered, thereby a stable shift control can be ensured. Thus, in at least preferred embodiments there is provided a control apparatus for a belt-type continuously variable transmission with a minimal number of control valves so as to make it simple in construction; and there is provided a control apparatus having a minimal number of control valves which are disposed in a high pressure hydraulic passage; and there is provided a control apparatus for a belt-type continuously variable transmission having fail-safe system so as to ensure a minimum degree of control of the transmission speed ratio even if an electric failure occurs.

Claims: A control apparatus for a belt-type continuously variable transmission having a drive pulley (11), a driven pulley (16), a V-belt (15) trained around said drive and driven pulleys (11,16), a drive cylinder (14) for varying a pulley width of said drive pulley (11), and a driven cylinder (19) for varying a pulley width of said driven pulley (16), comprising: a pressure regulator valve (40;140) for producing pulley control pressures (PL,PH) to be supplied to said drive and driven cylinders (11,16), said pressure regulator valve (40;140) comprising a high pressure regulator valve (41;141) for generating a high pulley control pressure (PH) and a low pressure regulator valve (43;143) for generating a low pulley control pressure (PL) which is lower than said high pulley control pressure (PH); a shift valve (53;153) for distributing said pulley control pressures (PL,PH) to said drive and driven cylinders (11,16) to regulate drive and driven cylinder pressures in said drive and driven cylinders (14,19) for a speed ratio control, said shift valve (53;153) having a position in which a common pressure is supplied by said shift valve (53;153) to both said drive and driven cylinders (14,19); and electric shift control means (50;150) for operationally controlling said shift valve (53;153) by means of an electric power; characterised by means for allowing said electric shift control means (50;150) to make pressures in both said drive cylinder (14) and said driven cylinder (19) equal with each other when said electric power is lost by moving said shift valve (53;153) into a position in which it supplies a common low pulley control pressure (PL) generated by said low pressure regulator valve (43;143) to both said drive cylinder (14) and said driven cylinder (19). A control apparatus for a belt-type continuously variable transmission according to claim 1: wherein said electric shift control means (50) comprises a shift control valve (51) for generating a shift control pressure (Ps) by which said shift valve (53) is operationally controlled, a shift inhibitor valve (52) for selectively supplying said shift control pressure (Ps) and a line pressure (P1) to said shift valve (53), and a solenoid valve (58) for controlling the operations of said shift inhibitor valve (52); said shift valve (53) regulates said drive and driven cylinder pressures based on said shift control pressure (Ps) when receiving said shift control pressure, and said shift valve (53) makes said drive and driven cylinder pressures equal with each other when receiving said line pressure (P1); and said shift inhibitor valve (52) allows to supply said shift control pressure (Ps) to said shift valve (53) when said solenoid valve (58) is electrically turned on, and said shift inhibitor valve (53) allows to supply said line pressure (P1) to said shift valve (53) when said solenoid valve (58) is turned off. A control apparatus for a belt-type continuously variable transmission according to claim 2: wherein said pressure regulator valve (40) includes a high/low pressure control valve (45) for operationally controlling said high pressure regulator valve (41) and said low pressure regulator valve (43), said shift valve (53) allowing to supply said low pulley control pressure (PL) to both said drive and driven cylinders (14,19) when receiving said line pressure (P1). A control apparatus for a belt-type continuously variable transmission according to claim 3: wherein when said line pressure (P1) is supplied to said shift valve (53), at first, said shift valve (53) is moved to a position at which said high pulley control pressure (PH) is supplied to said drive cylinder (14) and said low pulley control pressure (PL) is supplied to said driven cylinder (19), and then, said shift valve (53) is moved to said position at which said low pulley control pressure (PL) is supplied to both said drive and driven cylinders (14,19). A control apparatus for a belt-type continuously variable transmission according to claim 3 or 4: wherein said high/low pressure control valve (45) comprises an electric valve operationally controlled by an electric drive force; and when an electric power supply to said high/low pressure control valve (45) is lost, said low pressure regulator valve (43) generates a maximum low pulley control pressure within its regulating pressure range. A control apparatus for a belt-type continuously variable transmission according to claim 1: wherein said electric shift control means (150) includes a linear solenoid valve (151) for generating a shift control pressure (Ps) supplied to said shift valve (153) in response to a shift control current; when a normal shift control current, in which a zero-current is not included, is fed to said linear solenoid valve (151), a normal shift control pressure (Ps(n)) is generated by said linear solenoid valve (151), said normal shift control pressure (Ps(n)) being held within a specified range; when the electric power supply to said linear solenoid valve (151) is lost, a zero-current shift control pressure (Ps(s)) is generated by said linear solenoid valve (151), said zero-current shift control pressure (Ps(s)) not being included in said specified range; said shift valve (153) regulates said drive and driven cylinder pressures based on said normal shift control pressure (Ps(n)) when receiving said normal shift control pressure; and said shift valve (153) makes said drive and driven cylinder pressures equal with each other when receiving said zero-current shift control pressure (Ps(s)). A control apparatus for a belt-type continuously variable transmission according to claim 6: wherein said low pressure regulator valve (143) comprises a linear solenoid valve; when an electric power supply to said low pressure linear solenoid regulator valve (143) is lost, said low pressure linear solenoid regulator valve (143) generates a maximum low pulley control pressure (PL) within its regulating pressure range; when said zero-current shift control pressure (Ps(s)) is supplied to said shift valve (153), said shift valve (153) allowing to supply said maximum low pulley control pressure (PL) to both said drive and driven cylinders (14,19). A control apparatus for a belt-type continuously variable transmission according to claim 7: wherein when said zero-current shift control pressure (Ps(s)) is supplied to said shift valve (153), at first, said shift valve (153) is moved to a position at which said high pulley control pressure (PH) is supplied to said drive cylinder (14) and said low pulley control pressure (PL) is supplied to said driven cylinder (19), and then, said shift valve (153) is moved to said position at which said low pulley control pressure (PL) is supplied to both said drive and driven cylinders (14,19).

Inventors: AOKI TAKASHI, HANYU KEIICHI, KAJIKAWA KAORU, URANO JUNJI, AOKI, TAKASHI, HANYU, KEIICHI, KAJIKAWA, KAORU, URANO, JUNJI
Applicants: HONDA MOTOR CO LTD, HONDA GIKEN KOGYO KABUSHIKI KAISHA
Application year: 1994
Main classification: F16H61
IPC codes: F16H61, F16H9